阅读说明：本技术 内燃机的增压器剩余动力回收装置及船舶 (Supercharger residual power recovery device for internal combustion engine, and ship ) 是由 坂入信之 谷口贵士 岛田一孝 村上高弘 于 2018-06-21 设计创作，主要内容包括：本发明的增压器剩余动力回收装置包括：内燃机，通过电子控制由油压操作的操作装置来驱动；增压器，附带于所述内燃机；第一油压泵，连接到所述增压器并且由所述增压器旋转驱动以产生油压；第二油压泵，通过电动机的旋转而被旋转驱动以所产生油压；油压调节机构，在由所述第一油压泵产生的油压和由所述第二油压泵产生的油压之间调节供应给所述操作装置的油压；以及控制器，电子控制所述操作装置。所述控制器控制所述油压调节机构，使得在由所述第一油压泵产生的油压产生量小于预定量的条件下，供应到所述操作装置的油压为由所述第二油压泵产生的油压，除了所述条件以外，供应到所述操作装置的油压为包含由所述第一油压泵产生的油压。(The supercharger surplus power recovery device of the present invention comprises: an internal combustion engine driven by electronically controlling an operating device operated by oil pressure; a supercharger attached to the internal combustion engine; a first oil pressure pump connected to the supercharger and rotationally driven by the supercharger to generate an oil pressure; a second hydraulic pump that is rotationally driven by rotation of the motor to generate hydraulic pressure; a hydraulic pressure adjusting mechanism that adjusts a hydraulic pressure supplied to the operation device between a hydraulic pressure generated by the first hydraulic pump and a hydraulic pressure generated by the second hydraulic pump; and a controller that electronically controls the operation device. The controller controls the hydraulic pressure adjustment mechanism such that the hydraulic pressure supplied to the operation device is the hydraulic pressure generated by the second hydraulic pump under a condition that a hydraulic pressure generation amount generated by the first hydraulic pump is smaller than a predetermined amount, and the hydraulic pressure supplied to the operation device includes the hydraulic pressure generated by the first hydraulic pump except for the condition.)

1. A supercharger surplus power recovery apparatus for an internal combustion engine, characterized by comprising:

an internal combustion engine driven by electronically controlling an operating device operated by oil pressure;

a supercharger that is provided in an exhaust passage of the internal combustion engine and is driven to rotate by exhaust gas of the internal combustion engine to supply supercharged air supply to an intake pipe of the internal combustion engine;

a first oil pressure pump connected to the supercharger and rotationally driven by the supercharger to generate an oil pressure;

a second hydraulic pump that is rotationally driven by rotation of the motor to generate hydraulic pressure;

a hydraulic pressure adjusting mechanism that adjusts a hydraulic pressure supplied to the operation device between a hydraulic pressure generated by the first hydraulic pump and a hydraulic pressure generated by the second hydraulic pump; and

a controller that electronically controls the operation device,

the oil pressure supplied to the operating device is at least one of the oil pressure generated by the first oil pressure pump and the oil pressure generated by the second oil pressure pump,

the controller controls the hydraulic pressure adjustment mechanism such that the hydraulic pressure supplied to the operation device is the hydraulic pressure generated by the second hydraulic pump and the hydraulic pressure supplied to the operation device is the hydraulic pressure generated by the second hydraulic pump under the condition that the amount of hydraulic pressure generated by the first hydraulic pump is smaller than a predetermined amount, and the hydraulic pressure supplied to the operation device includes the hydraulic pressure generated by the first hydraulic pump under the condition other than the condition.

2. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 1, wherein,

the predetermined amount is a necessary amount of oil pressure required for operating the operating device.

3. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 2, wherein,

the controller controls the oil pressure adjustment mechanism so that the oil pressure generated by the second oil pressure pump is supplied to the operating device without supplying the oil pressure generated by the first oil pressure pump to the operating device under a condition that an oil pressure generation amount generated by the first oil pressure pump is smaller than a predetermined amount,

in a case other than the condition, the oil pressure generated by the first hydraulic pump is supplied to the operating device, and the oil pressure generated by the second hydraulic pump is not supplied to the operating device.

4. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 1, wherein,

the predetermined amount is smaller than a necessary amount of oil pressure required for operating the operating device,

the controller controls at least one of the oil pressure adjustment mechanism, the first oil pressure pump, and the second oil pressure pump so that the oil pressure generated by the second oil pressure pump is supplied to the operating device without supplying the oil pressure generated by the first oil pressure pump to the operating device under a condition that an oil pressure generation amount generated by the first oil pressure pump is smaller than the predetermined amount,

supplying the hydraulic pressure generated by the first hydraulic pump to the operating device without supplying the hydraulic pressure generated by the second hydraulic pump to the operating device under the condition that the amount of hydraulic pressure generated by the first hydraulic pump reaches the required amount,

and a control unit configured to supply the hydraulic pressure generated by the first hydraulic pump and the hydraulic pressure generated by the second hydraulic pump to the operation device under a condition that a hydraulic pressure generation amount generated by the first hydraulic pump is equal to or more than the predetermined amount and does not reach the required amount, so that a total amount of the hydraulic pressure generated by the second hydraulic pump and the hydraulic pressure generated by the first hydraulic pump becomes the required amount of the operation device.

5. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 4, wherein,

the controller controls the hydraulic pressures generated by the first hydraulic pump and the second hydraulic pump so that the hydraulic pressure generated by the first hydraulic pump is gradually increased and the hydraulic pressure generated by the second hydraulic pump is gradually decreased as the load factor of the internal combustion engine increases, under the condition that the hydraulic pressure generated by the first hydraulic pump is equal to or more than the predetermined amount and does not reach the required amount.

6. The supercharger surplus power recovery apparatus of an internal combustion engine according to any one of claims 1 to 5, wherein,

the predetermined amount is a hydraulic pressure generation amount by the first hydraulic pump corresponding to a load factor of 70% or less of a load factor of the internal combustion engine.

7. The supercharger surplus power recovery apparatus of an internal combustion engine according to any one of claims 1 to 6, wherein,

the internal combustion engine is not provided with an engine-driven hydraulic pump that is rotationally driven by rotation of a crankshaft of the internal combustion engine to generate hydraulic pressure.

8. The supercharger surplus power recovery apparatus of an internal combustion engine according to any one of claims 1 to 7, wherein,

the supercharger surplus power recovery device has a control valve that controls an exhaust gas flow rate delivered to a turbine of the supercharger,

when the hydraulic pressure generated by the first hydraulic pump is supplied to the operating device under the condition that the hydraulic pressure generation amount reaches the necessary amount, the controller controls the opening of the control valve so that the hydraulic pressure generation amount generated by the first hydraulic pump corresponds to the necessary amount and does not become excessive with respect to the necessary amount of the hydraulic pressure in the operating device.

9. The supercharger surplus power recovery apparatus of an internal combustion engine according to claim 8, comprising:

a bypass exhaust passage, arranged in parallel with the supercharger of the internal combustion engine, that discharges a portion of the exhaust gas to the outside without passing through a turbine of the supercharger; and

an exhaust bypass valve that controls a flow rate of exhaust gas in the bypass exhaust passage,

the control valve is the exhaust bypass valve.

10. A ship, characterized in that it comprises a ship body,

a supercharger surplus power recovery device of an internal combustion engine according to any one of claims 1 to 9 mounted on the ship,

the internal combustion engine is a propulsion engine for a ship.

Technical Field

The invention relates to a supercharger residual power recovery device of an internal combustion engine and a ship.

Background

Conventionally, in an internal combustion engine such as a diesel engine or a gas engine, a turbine of a supercharger (turbocharger) is rotationally driven by exhaust gas of the engine, and a compressor rotated by the rotationally driven turbine increases a density of supply air to increase an output of the engine.

However, even if the exhaust energy is effectively utilized by installing a supercharger, the exhaust energy is excessive when, for example, the engine is under a high load (at a high output), and utilization of such surplus exhaust energy without wasting it can not only improve the fuel consumption rate but also strongly require utilization of the surplus exhaust energy in terms of environmental protection.

As a device for effectively utilizing the engine surplus exhaust energy, there is known a supercharger surplus power recovery device (patent document 1) that generates an oil pressure by an oil pressure pump connected to a supercharger and rotationally driven by the supercharger, and supplies the oil pressure to an oil pressure mechanism as a drive source for driving an operation device of an internal combustion engine.

Disclosure of Invention

Problems to be solved by the invention

In this supercharger surplus power recovery device, an engine-driven hydraulic pump that generates hydraulic pressure by being rotationally driven by rotation of a crankshaft of the internal combustion engine is provided. When the load factor of the internal combustion engine is low and the amount of oil pressure generated by a supercharger-driving oil pressure pump rotationally driven by the supercharger is small, the engine-driving oil pressure pump supplies oil pressure as a driving source of the operation device.

However, the engine-driven hydraulic pump and the gear box connecting the engine-driven hydraulic pump and the crankshaft are large in structure and thus high in cost. Therefore, a large installation space is required and it becomes an expensive supercharger surplus power recovery device, which is disadvantageous when used as a propulsion engine in a ship.

Accordingly, an object of the present invention is to provide a supercharger surplus power recovery device for an internal combustion engine, which can use surplus exhaust energy efficiently at low cost without increasing installation space, and a ship using the supercharger surplus power recovery device.

Means for solving the problems

One embodiment of the present invention is a supercharger surplus power recovery device for an internal combustion engine. The device includes:

an internal combustion engine driven by electronically controlling an operating device operated by oil pressure;

a supercharger that is provided in an exhaust passage of the internal combustion engine and is driven to rotate by exhaust gas of the internal combustion engine to supply supercharged air supply to an intake pipe of the internal combustion engine;

a first oil pressure pump connected to the supercharger and rotationally driven by the supercharger to generate an oil pressure;

a second hydraulic pump that is rotationally driven by rotation of the motor to generate hydraulic pressure;

a hydraulic pressure adjusting mechanism that adjusts a hydraulic pressure supplied to the operation device between a hydraulic pressure generated by the first hydraulic pump and a hydraulic pressure generated by the second hydraulic pump; and

a controller that electronically controls the operation device.

The hydraulic pressure supplied to the operating device is at least one of the hydraulic pressure generated by the first hydraulic pump and the hydraulic pressure generated by the second hydraulic pump.

The controller controls the hydraulic pressure adjustment mechanism such that the hydraulic pressure supplied to the operation device is the hydraulic pressure generated by the second hydraulic pump and the hydraulic pressure supplied to the operation device is the hydraulic pressure generated by the second hydraulic pump under the condition that the amount of hydraulic pressure generated by the first hydraulic pump is smaller than a predetermined amount, and the hydraulic pressure supplied to the operation device includes the hydraulic pressure generated by the first hydraulic pump under the condition other than the condition.

Preferably, the predetermined amount is a necessary amount of oil pressure required for operating the operating device.

Preferably, the controller controls the oil pressure adjustment mechanism so that the oil pressure generated by the second oil pressure pump is supplied to the operation device without supplying the oil pressure generated by the first oil pressure pump to the operation device under a condition that an oil pressure generation amount generated by the first oil pressure pump is smaller than a predetermined amount, and the oil pressure generated by the first oil pressure pump is supplied to the operation device without supplying the oil pressure generated by the second oil pressure pump to the operation device under a condition other than the condition.

Preferably, the predetermined amount is smaller than an amount of oil pressure necessary for operating the operating device, the controller controls at least one of the oil pressure adjusting mechanism, the first oil pressure pump, and the second oil pressure pump such that the oil pressure generated by the second oil pressure pump is supplied to the operating device without supplying the oil pressure generated by the first oil pressure pump to the operating device on a condition that an amount of oil pressure generation by the first oil pressure pump is smaller than the predetermined amount,

supplying the hydraulic pressure generated by the first hydraulic pump to the operating device without supplying the hydraulic pressure generated by the second hydraulic pump to the operating device under the condition that the amount of hydraulic pressure generated by the first hydraulic pump reaches the required amount,

and a control unit configured to supply the hydraulic pressure generated by the first hydraulic pump and the hydraulic pressure generated by the second hydraulic pump to the operation device under a condition that a hydraulic pressure generation amount generated by the first hydraulic pump is equal to or more than the predetermined amount and does not reach the required amount, so that a total amount of the hydraulic pressure generated by the second hydraulic pump and the hydraulic pressure generated by the first hydraulic pump becomes the required amount of the operation device.

Preferably, the controller controls the hydraulic pressures generated by the first hydraulic pump and the second hydraulic pump so that the hydraulic pressure generated by the first hydraulic pump is gradually increased and the hydraulic pressure generated by the second hydraulic pump is gradually decreased as the load factor of the internal combustion engine increases, under the condition that the hydraulic pressure generation amount generated by the first hydraulic pump is equal to or more than the predetermined amount and does not reach the necessary amount.

Preferably, the predetermined amount is a hydraulic pressure generation amount by the first hydraulic pump corresponding to a load factor of 70% or less of a load factor of the internal combustion engine.

Preferably, an engine-driven oil pressure pump that is rotationally driven by rotation of a crankshaft of the internal combustion engine to generate an oil pressure is not provided in the internal combustion engine.

Preferably, the supercharger surplus power recovery device has a control valve configured to control a flow rate of the exhaust gas delivered to a turbine of the supercharger, and the controller controls an opening degree of the control valve such that a hydraulic pressure generation amount generated by the first hydraulic pump corresponds to the necessary amount and does not become excessive with respect to the necessary amount of the hydraulic pressure in the operation device when the hydraulic pressure generated by the first hydraulic pump is supplied to the operation device on the condition that the hydraulic pressure generation amount reaches the necessary amount.

Preferably, the supercharger surplus power recovery device includes:

a bypass exhaust passage configured to be arranged in parallel with the supercharger of the internal combustion engine, and to discharge a portion of the exhaust gas to the outside without passing through a turbine of the supercharger; and

an exhaust bypass valve that controls an exhaust gas flow rate in the bypass exhaust passage, the control valve being the exhaust bypass valve.

Another aspect of the present invention provides a ship equipped with a supercharger surplus power recovery device for an internal combustion engine, wherein the internal combustion engine is a propulsion engine for a ship.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the supercharger surplus power recovery device and the ship on which the device is mounted, the installation space is not excessively large, and surplus exhaust energy can be effectively used at low cost.

Drawings

Fig. 1 is a diagram showing a main structure of a supercharger surplus power recovery device according to an embodiment.

Fig. 2 is a diagram showing the arrangement around the supercharger of the supercharger surplus power recovery apparatus according to one embodiment.

Detailed Description

The supercharger surplus power recovery apparatus for an internal combustion engine and the ship according to one embodiment will be described in detail below. Fig. 1 is a diagram showing a main configuration of a supercharger surplus power recovery device (hereinafter referred to as a recovery device) 100 according to the present embodiment.

The recovery device 100 is a device attached to the internal combustion engine 1. In the recovery device 100, an oil pressure pump that is connected to and rotationally driven by a supercharger generates an oil pressure, and supplies the oil pressure as a drive source that drives an operation device (for example, an exhaust valve or a fuel injection valve) of an internal combustion engine. Such a process of the recovery apparatus 100 is referred to as an exhaust energy recovery process. Next, the recovery apparatus 100 and the exhaust energy recovery process will be described.

The recovery device 100 mainly includes an internal combustion engine 1, a supercharger (first supercharger) 5, a first hydraulic pump 10, a hydraulic mechanism 20, a controller 50, and a hydraulic control unit 51.

The internal combustion engine 1 is not particularly limited, and examples thereof include a low-speed diesel engine (power source, internal combustion engine) for propulsion mounted on a ship. The internal combustion engine 1 is an electronically controlled engine that electronically controls operating devices such as an exhaust valve, a fuel injection valve, and the like required for driving the internal combustion engine 1 by oil pressure. A supercharger 5 is provided in the internal combustion engine 1.

The internal combustion engine 1 is not provided with an engine-driven hydraulic pump that is rotationally driven by rotation of a crankshaft of the internal combustion engine 1 to generate hydraulic pressure. Therefore, a gear box for connecting the engine-driving pump and the crankshaft is not provided.

The supercharger 5 is driven to rotate by the exhaust gas of the internal combustion engine 1 and supplies supercharged intake air to the intake pipe of the internal combustion engine 1. Specifically, the supercharger 5 includes a compressor 6 and a turbine 7. The compressor 6 and the turbine 7 are connected by a rotary shaft 8. The turbine 7 is rotationally driven by exhaust gas of the internal combustion engine 1, and the compressor 6 is rotated by the turbine 7. Thereby, the supply air density of the internal combustion engine 1 is increased and the output of the engine is improved.

Also, the supercharger 5 is not necessarily limited to the structure of a supercharger of one stage, and the number of stages thereof is not limited to a single stage. In addition, the internal combustion engine 1 is not limited to a marine engine, and the type is not limited to a low-speed diesel engine. Including gas engines fueled by natural gas, city gas, and the like, as well as all other forms of electronically controlled engines.

As shown in fig. 1, a transmission 9 is connected to the rotary shaft 8 of the supercharger 5, and a variable capacity type first hydraulic pump 10 is connected to the transmission 9.

Although the first hydraulic pump 10 is shown as one pump in fig. 1, it is merely an example, and a plurality of pumps may be used.

The first hydraulic pump 10 is incorporated in the hydraulic mechanism 20.

The hydraulic mechanism 20 is a mechanism for supplying hydraulic pressure to a hydraulic control unit 51 constituted by various operating devices of the internal combustion engine 1 to operate the operating devices to drive the internal combustion engine 1. The hydraulic mechanism 20 mainly includes oil passages 21, 22, 23, 24, 25, and 26, a hydraulic pressure adjusting mechanism 30, and a second hydraulic pump 53. In addition to this, although not shown, a check valve or an electromagnetic opening and closing valve may be provided.

In the hydraulic mechanism 20, one discharge port 53a of the second hydraulic pump 53 is connected to the hydraulic pressure adjusting mechanism 30 through the oil passage 22. The discharge port 10a of the first hydraulic pump 10 is connected to the oil pressure adjusting mechanism 30 through an oil passage 21. The oil pressure adjusting mechanism 30 is connected to the oil pressure control unit 51 through an oil passage 23. The oil pressure control unit 51 is connected to the discharge port 10b of the first oil pressure pump 10 and the discharge port 53b of the second oil pressure pump 53 through the oil passages 25, 24.

Under the control of the controller 50, the hydraulic pressure adjustment mechanism 30 adjusts the hydraulic pressure supplied to the hydraulic control unit 51 between the hydraulic pressure generated by the first hydraulic pump 10 and the hydraulic pressure generated by the second hydraulic pump 53.

The controller 50 is a portion that electronically controls the oil pressure control unit 51 and controls the driving of the internal combustion engine 1. The controller 50 acquires information on the load factor of the internal combustion engine 1, and detects, for example, the intake temperature of the intake air, the scavenging pressure on the downstream side of the supercharger 5, etc. by means of sensors, and electronically controls, as will be described later, the operations of the first hydraulic pump 10, the second hydraulic pump 53, the hydraulic pressure adjusting mechanism 30, and a later-described bypass control valve, etc. for controlling the flow rate of the exhaust gas delivered to the turbine 7 of the supercharger 5, which will be described later, on the basis of the detected scavenging pressure, intake temperature, etc. and the load factor of the internal combustion engine 1. The controller 50 may control the operations of the first hydraulic pump 10, the hydraulic pressure adjusting mechanism 30, the bypass control valve, and the like using parameters other than the above-described duty ratio, scavenging pressure, and intake temperature.

For example, the recovery apparatus 100 operates as follows.

At the start of the internal combustion engine 1, the controller 50 controls the oil pressure adjusting mechanism 30 to supply the oil pressure of the oil passage 22 extending from the second oil pressure pump 53 to the oil passage 23. The controller 50 drives the electric motor 52 to rotate so that the second hydraulic pump 53 generates a hydraulic pressure necessary for activation, and supplies the hydraulic pressure to the hydraulic control unit 51 through the oil passage 22, the hydraulic pressure adjustment mechanism 30, and the oil passage 23.

Then, when the internal combustion engine 1 is at a low to medium load, for example, during a load factor of 50%, the controller 50 maintains control of the oil pressure adjusting mechanism 30 so that the oil pressure is supplied from the oil passage 22 to the oil passage 23 in the same manner as at the time of start.

Thus, even at the time of low to medium loads, the hydraulic pressure required by the hydraulic control unit 51 is generated by the second hydraulic pump 53 and supplied to the hydraulic control unit 51 through the oil passage 22, the hydraulic pressure adjusting mechanism 30, and the oil passage 23.

Here, the upper limit of the medium load is a load when the hydraulic pressure generation amount of the hydraulic pressure generated by the rotary driving of the first hydraulic pump 10 connected to the supercharger 5 is equal to the hydraulic pressure amount of the hydraulic pressure required by the hydraulic control unit 51 to drive the internal combustion engine 1. When the load is low to medium, the rotation speed of the turbine rotated by the exhaust gas of the internal combustion engine 1 is not so high, and the hydraulic pressure generation amount generated by the rotational driving of the first hydraulic pump 10 is smaller than the necessary amount of hydraulic pressure. Therefore, in this embodiment, the hydraulic pressure generated by the hydraulic pump 53 is used as the hydraulic pressure used by the hydraulic control unit 51 until the load on the internal combustion engine 1 increases and the hydraulic pressure generation amount by the first hydraulic pump 10 becomes equal to the necessary amount of hydraulic pressure.

In the case of driving and rotating the first hydraulic pump 10 at the time of starting to the intermediate load, the oil pressure adjusting mechanism 30 is discharged by discharging the oil pressure in the oil passage 21 through the oil passage 25, for example. That is, although the first hydraulic pump 10 is in the no-load operation, the hydraulic pressure of a predetermined pressure is discharged for the cooling system.

Next, when the internal combustion engine 1 is under a high load, for example, when the load factor is 50% or more, the oil pressure generation amount generated by the rotational drive of the first hydraulic pump 10 reaches the necessary amount of oil pressure, so that the controller 50 controls the oil pressure adjusting mechanism 30 such that the oil pressure of the oil passage 21 is supplied to the oil pressure control unit 51 through the oil passage 23. At this time, the hydraulic pressure adjustment mechanism 30 is switched so that the hydraulic pressure generated by the second hydraulic pump 53 is discharged through the oil passage 26 and discharged. That is, the second hydraulic pump 53 is in the no-load operation. In this case, the controller 50 may control to stop the rotation of the motor 52.

When the oil pressure generation amount by the rotational driving of the first hydraulic pump 10 reaches the necessary amount of oil pressure due to an increase in the load factor of the internal combustion engine 1, the oil pressure adjustment mechanism 30 is controlled so that the oil pressure generated by the first hydraulic pump 10 is supplied to the oil pressure control unit 51.

The hydraulic pressure supplied to the hydraulic control unit 51 is at least one of the hydraulic pressure generated by the first hydraulic pump 10 and the hydraulic pressure generated by the second hydraulic pump 53. At this time, the controller 50 controls the hydraulic pressure adjustment mechanism 30 so that the hydraulic pressure generated by the first hydraulic pump 10 is not supplied to the hydraulic control unit 51 but the hydraulic pressure generated by the second hydraulic pump 53 is supplied to the hydraulic control unit 51 under the condition that the amount of hydraulic pressure generated by the first hydraulic pump 10 is smaller than a predetermined amount, and so that the hydraulic pressure generated by the first hydraulic pump 10 is supplied to the hydraulic control unit 51 without supplying the hydraulic pressure generated by the second hydraulic pump 53 to the hydraulic control unit 51 under the condition other than the above-described conditions. At this time, control is performed as follows: of the hydraulic pressure generation amounts generated by the rotational driving of the first hydraulic pump 10, the hydraulic pressure generation amount when the necessary amount of hydraulic pressure is reached is set to the predetermined amount for switching the hydraulic pressure, and the hydraulic pressure supplied to the hydraulic control unit 51 is switched from the hydraulic pressure generated by the second hydraulic pump 53 to the hydraulic pressure generated by the first hydraulic pump 10.

However, according to one embodiment, under the condition that the amount of oil pressure generated by the first oil pressure pump 10 is less than the predetermined amount, the oil pressure supplied to the oil pressure control unit 51 is the oil pressure generated by the second oil pressure pump 53, that is, only the oil pressure generated by the second oil pressure pump 53 is supplied to the oil pressure control unit 51, and even if the amount of oil pressure generated by the rotational driving of the first oil pressure pump 10 does not reach the necessary amount, when the amount of oil pressure generated by the oil pressure pump 10 reaches the predetermined amount or more, the oil pressure supplied to the oil pressure control unit 51 includes the oil pressure generated by the first oil pressure pump 10, and specifically, the oil pressure generated by the first oil pressure pump 10 and the oil pressure generated by the second oil pressure pump 53 may be supplied to the oil pressure control unit 51 together. In this case, the hydraulic pressure supplied to the hydraulic control unit 51 includes the hydraulic pressure generated by the first hydraulic pump 10 and the hydraulic pressure generated by the second hydraulic pump 53.

That is, the predetermined amount may be smaller than a required amount of oil pressure required for operating the oil pressure control unit 51 (operating device). In this case, it is preferable that the controller 50 controls at least one of the hydraulic pressure adjustment mechanism 30, the first hydraulic pump 10, and the second hydraulic pump 53 such that the hydraulic pressure generated by the second hydraulic pump 53 is supplied to the hydraulic control unit 51 without supplying the hydraulic pressure generated by the first hydraulic pump 10 to the operation device under the condition that the amount of hydraulic pressure generated by the first hydraulic pump 10 is smaller than a predetermined amount, and the hydraulic pressure generated by the first hydraulic pump 10 is supplied to the hydraulic control unit 51 without supplying the hydraulic pressure generated by the second hydraulic pump 53 to the hydraulic control unit 51 under the condition that the amount of hydraulic pressure generated by the first hydraulic pump 10 reaches a necessary amount, and the amount of hydraulic pressure generated by the second hydraulic pump 53 and the amount of hydraulic pressure generated by the first hydraulic pump 10 are supplied to the hydraulic control unit 51 under the condition that the amount of hydraulic pressure generated by the first hydraulic pump 10 is equal to or more than the predetermined amount and the hydraulic pressure does not reach the necessary amount, the total amount of the hydraulic pressure generated by the second hydraulic pump 53 and the hydraulic pressure generated by the first hydraulic pump 10 is set to the required amount of the hydraulic control unit 51.

At this time, the hydraulic pressure amount generated by each of the first hydraulic pump 10 and the second hydraulic pump 53 is controlled in accordance with the load factor of the internal combustion engine 1. Specifically, the hydraulic pressure amount is controlled so that the hydraulic pressure amount generated by the first hydraulic pump 10 is gradually increased and the hydraulic pressure amount generated by the second hydraulic pump 53 is gradually decreased as the load factor of the internal combustion engine 1 increases, using a reference table set in advance indicating the relationship among the load factor of the internal combustion engine 1, the hydraulic pressure amount generated by the first hydraulic pump 10, and the hydraulic pressure amount generated by the second hydraulic pump 53. That is, the controller 50 preferably controls the hydraulic pressures generated by the first hydraulic pump 10 and the second hydraulic pump 53 such that the hydraulic pressure generated by the first hydraulic pump 10 is gradually increased and the hydraulic pressure generated by the second hydraulic pump 53 is gradually decreased as the load factor of the internal combustion engine 1 increases, under the condition that the hydraulic pressure generated by the first hydraulic pump 10 is equal to or more than the predetermined amount and does not reach the required amount. Thereafter, when the hydraulic pressure generation amount generated by the rotational driving of the first hydraulic pump 10 reaches the necessary amount of hydraulic pressure, only the hydraulic pressure generated by the first hydraulic pump 10 may be supplied to the hydraulic control unit 51. When the load factor is decreased, the amount of the hydraulic pressure generated by the first hydraulic pump 10 is gradually decreased and the amount of the hydraulic pressure generated by the second hydraulic pump 53 is gradually increased as the load factor of the internal combustion engine 1 is decreased.

When the internal combustion engine 1 is under a high load, the amount of hydraulic pressure generated by the rotational driving of the first hydraulic pump 10 increases as the load factor increases, and tends to exceed the necessary amount of hydraulic pressure required for the hydraulic control unit 51 to drive the internal combustion engine 1. Therefore, in this embodiment, the first hydraulic pump 10 is controlled so that the hydraulic pressure generation amount corresponds to the necessary amount so as not to generate an excessive hydraulic pressure.

According to one embodiment, the processing device 100 has a control valve that controls the flow of exhaust gas to be delivered to the turbine 7 of the supercharger 5. The controller 50 controls the opening of the control valve such that when the hydraulic pressure generated by the first hydraulic pump 10 is supplied to the hydraulic control unit 51, the amount of hydraulic pressure generated by the first hydraulic pump 10 corresponds to the necessary amount of hydraulic pressure required by the hydraulic control unit 51 to drive the internal combustion engine 1. This prevents the hydraulic pressure generated by the first hydraulic pump 10 from becoming excessive.

Fig. 2 is a diagram schematically showing one preferred mode of the device structure around the supercharger 5.

An exhaust gas receiver 60 for exhaust gas discharged from the internal combustion engine 1 and an intake manifold 62 for taking in intake air supercharged by the supercharger 5 are provided between the internal combustion engine 1 and the supercharger 5. An exhaust passage 64 connected from the exhaust receiver 60 to the turbine 7 of the supercharger 5 and a bypass exhaust passage 68 bypassing the turbine 7 are provided in the exhaust receiver 60. A bypass exhaust passage 68 is connected to the outer exhaust passage 66 for discharging exhaust gas from the turbine 7 to the outside air. That is, the bypass exhaust passage 68 is arranged in parallel with the supercharger 5, more specifically, the turbine 7, and discharges a part of the exhaust gas to the outside without passing through the turbine 7.

An outside air introduction passage 72 for introducing air from outside air is provided at the compressor 6, and an air supply passage 74 for guiding compressed air to a cooler 76 is also provided at the compressor 6. An exhaust gas circulation passage 78 is provided in the cooler 76, and the exhaust gas circulation passage 78 extends from the exhaust gas receiver 60 and is connected to the cooler 76. The gas cooled by the cooler 76 is supplied as supply gas to the intake manifold 62 and further to the internal combustion engine 1. An exhaust circulation control valve 80 is provided in the exhaust circulation passage 78. A part of the exhaust gas in the exhaust gas receiver 60 passes through the exhaust gas circulation passage 78, is mixed with air taken in from outside air and compressed by the compressor 6, and is supplied as supply air to the internal combustion engine 1. As described above, a part of the exhaust gas is used as the supply gas because the combustion temperature of the internal combustion engine 1 is lowered by utilizing the difference between the specific heat of the exhaust gas components and the specific heat of oxygen, thereby reducing the reaction speed of oxygen and nitrogen, and thus reducing the amount of NOx discharged. The exhaust circulation passage 78 and the exhaust circulation control valve 80 constitute exhaust gas recirculation means that supplies a portion of exhaust gas to the intake manifold (intake pipe) 62 of the internal combustion engine without being delivered to the supercharger 5. The exhaust gas recirculation device may not be provided.

In addition, although not shown in fig. 2, a dust collector, a compressor, and the like may be provided in the exhaust gas circulation passage 78.

An exhaust bypass valve 70 for controlling the flow rate of exhaust gas in the bypass exhaust passage 68 is provided in the bypass exhaust passage 68. The opening degree of the exhaust bypass valve 70 is electronically controlled by the controller 50. The controller 50 controls the opening degree of the exhaust bypass valve 70 as the control valve so that the hydraulic pressure generation amount by the first hydraulic pump 10 corresponds to the necessary amount of hydraulic pressure required to drive the internal combustion engine 1. In this case, the exhaust bypass valve 70 corresponds to the above-described control valve that controls the flow rate of the exhaust gas sent to the turbine 7 of the supercharger 5.

Further, instead of using the exhaust bypass valve 70 as the control valve, as an embodiment, it is preferable that a flow rate adjustment valve that variably controls the flow passage area of the exhaust gas is used as the control valve in the middle of the exhaust passage 64 connected to the turbine 7 of the internal combustion engine 1.

In one embodiment, when the hydraulic pressure generation amount by the rotational driving of the first hydraulic pump 10 does not reach the necessary hydraulic pressure amount required for driving the hydraulic control unit 51 of the internal combustion engine 1, for example, less than 50%, the controller 50 controls so as to close the exhaust bypass valve 70.

As described above, in this embodiment, the hydraulic pressure generation amount of the hydraulic pressure generated by the first hydraulic pump 10 is controlled by controlling the opening degree of the exhaust bypass valve 70. Therefore, the recovery device 100 does not generate an excessive hydraulic pressure.

In addition, in this embodiment, the controller 50 controls the hydraulic pressure adjustment device 30 such that the hydraulic pressure generated by the second hydraulic pump 53 is supplied to the operation device under the condition that the hydraulic pressure generation amount by the first hydraulic pump 10 is less than the predetermined amount, and the hydraulic pressure generated by the first hydraulic pump 10 is supplied to the operation device in the case other than the condition, that is, the existing engine-driven hydraulic pump that is rotationally driven to generate the hydraulic pressure by the rotation of the crankshaft of the internal combustion engine 1 is not required because the hydraulic pressure used in the hydraulic pressure control unit 51 is limited to the hydraulic pressures generated by the first hydraulic pump 10 and the second hydraulic pump 53. Therefore, the installation space of the internal combustion engine 1 is not excessively large, and the remaining exhaust energy can be effectively utilized at low cost.

The controller 50 can realize simple control of switching the hydraulic pressure for operating the operation device between the hydraulic pressure generated by the first hydraulic pump 10 and the hydraulic pressure generated by the second hydraulic pump 53 by setting the predetermined amount to the necessary amount of hydraulic pressure required for operating the operation device (hydraulic control unit 51).

From the viewpoint of effectively utilizing the excess exhaust energy, it is preferable that the predetermined amount is set to a hydraulic pressure generation amount by the first hydraulic pump 50 corresponding to a load factor of 70% or less of the internal combustion engine 1. The load factor at which the amount of hydraulic pressure generated by the first hydraulic pump 10 corresponds to (matches) the necessary amount of hydraulic pressure required to operate the operation device (hydraulic control unit 51) differs depending on the characteristics of the internal combustion engine 1, but when the load factor is within the above range, the amount of hydraulic pressure generated by the first hydraulic pump 10 may become a load factor corresponding to the necessary amount of hydraulic pressure required to operate the operation device.

The recovery apparatus 100 is mounted on a ship, and the internal combustion engine 1 may be a propulsion engine of the ship.

The recovery apparatus 100 is merely an example, and various modifications can be made based on the main contents of the present invention, and these modifications are not excluded from the scope of the present invention. In the recovery device 100, the load up to 35% is a low load, the load of 35% to 50% is a medium load, and the load of 50% or more is a high load. However, this is merely an example, and may be different depending on the type, usage mode, and the like of the internal combustion engine, and is not limited thereto.

Description of the reference numerals

1: internal combustion engine

5: pressure booster

6: compressor with a compressor housing having a plurality of compressor blades

7: turbine wheel

8: rotating shaft

9: speed variator

10: a first oil pressure pump

10a, 10b, 53a, 53 b: discharge port

20: oil pressure mechanism

21. 22, 23, 24, 25, 26: oil channel

30: oil pressure adjusting mechanism

50: controller

51: oil pressure control unit

52: electric motor

53: the second oil hydraulic pump

70: exhaust bypass valve